Locomotive structure



Aug. 4, 1936. c. w. KELL LOCOMOTIVE STRUCTURE Filed Sept. 17, 1931 7 Sheets-Sheet l Myen/or O /emem MA? 5 A/Mrney H J Le Aug. 4, 1936. c. w. KELL LOCOMOTIVE STRUCTURE Filed Sept. 17, 1931 7 Sheets-Sheet 2 meme/#11611? 5 47 Afforney Aug. 4, 193 6. c. W. KELL LOCOMOTIVE STRUCTURE 7 SheetsSheet 5 Filed Sept. 1'7, 1931' QVMM- 9 l I I I 1936- c. w. KELL 2,049,613

- r LOCOMOTIVE STRUCTURE I Filed Sept. 17, 1931 7 Sheets-Sheet 4 C/em 6/7 1 /1011? 5y a (2g Affor/zey Aug. 1936- c. w. KELL 2,049,613

LOCOMOTIVE STRUCTURE Filed Sept. 17, 1931 7 sheets-sheet 5 L gw C. W. KELL LOCOMOTIVE STRUCTURE Filed Sept. 17, 1931 Aug. 4, 1936.

7 Sheets-Sheet 6 CY/emem MA? A for/7 6y Aug. 4, 1936. c. w. KELL 2,049,613

LOCOMOTIVE STRUCTURE Filed Sept. 17, 1931 7 Sheets-Sheet 7 Wye/Wow CVeme/zf Mia 5 (2,; 62g 4 y A/far/vey Patented Aug. 4, 1936 UNITED STATES PATENT o C General Steel. Castings Corporation, Granite City, 111., a corporation of Delaware Application September 1 7, 1931,' Serial No; 563,293

19 Claims. (Grits-s44) This invention relates to railroad rolling stock and. consists particularly of novel cylinder saddle construction for the rear unit of alvlallet articulated compound locomotive.

'In the Mallet locomotive, the high pressure cylinders are-located-inthe rear engine cylinder unit and an intercepting valve serves to direct exhaust from the high pressure cylinders through the receiver pipe to the low pressure cylinders in the front engine cylinder unit. Previously cylinder saddles for the rear units of this type of locomotive have been made in two sections bolted together on a vertical longitudinal plane and mounted on the locomotive frame. The steam chambers or housingsfor'the intercepting valve, reducing valve, and emergency valve interconnect and form one largechamber or housing which is located in the left hand saddle section and extends'in a horizontal longitudinal direction with the reducing valve located atthe rear, the emergency valve at the front, and; the intercepting valve between the two.

exhaust am. passa ways e tendin from the "cylinder in the rightplfiarid :sa 'dl g tion--merge into Q' Sl gIGfOLitlBVPQII n 'hav an opening through the rear'vva'llo he section and oneend of aseparateU-shaped pefon the 'outside of the saddle is connected his out'let portion; The other end ofthis :Ueshaped pipe is connected to an inlet portion; erapassageway in the left hand cylinderssaddlefsection," which -latter passageway extendsfro'm the'frearwe of he left hand section to theinterceptin'g valye'charnber. The exhaust steanrpas sageways from the cylinderto the left hand section mergein'to'a single passageway which inturn merges with the above mentioned passageway leading totiie intercepting valve chamber. A longitudinally extending passageway is'located the left' handsection and extends substantially the full length of *the saddle fromthe'intercepting valve chamber to the front wall where-it; connects with-the receiver pipe, all of which isshow'n' in- Locomotive The main object-of he-pres'ent-invent-ion is -to simplify the cylinder saddle "structure-including the steam passageways and -ihtercjepting-valve chamber. This object is accomplished substantially by forming the entire cylinder saddle integrally thereby "eliminating the joint between the right and left hand port'ions; by runningtlie si ngle merged portion of the exhauststeampas'sageways from the right ha-rid cylinders directly to the intercepting valve chainb'erfthereby eliininating the above mentioned u shaped pipeat-the rear of the saddle and locating the stearn passage'way inside -ofthe saddle' whe're the steam =will bett er 'retainiits heat and maintaimthe senses pressure, and by locati-ng thereducing' v vs in the the front portion of the saddle instead ofi tegral with the'locomotive underframe or bed.

This is accomp by relocating red-116mg valve, having a larger bore than the intercepting and emergency valves, in the front portion of the cylinder'saddle whereby the valve chambers maybereadily bored. from the front avoiding the locomotive bed which extends rearwarmy of the saddle.

Another object is to form cylinder saddle.

'These objects and other detail objects are-attained in the structure illustrated in the accompanying drawings in which- Figure 1 is a top view of a cylinder saddle for a Mallet rear unit.

Figure 2 is a front end View of the same.

Figure 3 is'a horizontal section taken substantially on the line 3-3 of Figure 4.

Figure 4 is avertical transverse section taken on the line 4-4 of Figure 3'.

Figure 5 is a vertical longitudinal section taken on the lined-50f Figure 2.

Figure 6 is a similar section taken on the line 6-; 6 of Figure 2.

Figure 7 is in part a side view and in part a vertical longitudinal section taken on the line I -.1" of" Figure 4.

Figure 8 is a detail horizontal section taken on the 1ine .8- -8 of Figure 2.

Figures 9, 10, and 11 are vertical transverse sections taken on corresponding section" lines of u e I Figure '12 is in part a top view and in part a horizontal section taken on the line; IZ-I 2 of Figure '13 and illustrating a modified form r the invention;

Figure 13 is a front view of the same.

{Figure 14 is a side view of the same. 7 Figure lfi is in part a topview and in part a horiaontal section taken on the line 'l5- I5 of Figure 16 and- -il-lustrating another modification.

Figure 16 is a front view of the same} Figure 1'7 is aside view of the same.

Figures 18, 19, and correspond to Figures 15, 16, and 17 and illustrate another modification.

Figures 1 to 11, inclusive,-illustrate one-form I r g the jaws or pocket 20 for the-Mallet hinge connection integral with 0fthe inventionin which high pressure cylinders leading to an outer ball joint element 9 for con-- nection with a receiver pipe (not shown) Pads ID are provided directly rearwardly of the intercepting valve chamber for supporting the emergency exhaust valve which extends through openings IS in chamber 1. The exhaust valve seats in opening 28a, the intercepting valve seats in opening 20, and an opening 2| in the front wall of the saddle support provides a seat for the reducing valve; v

Exhaust passages ll leading from the ends of left hand-steam chest} extend inwardly and downwardly through the saddle and merge at l2 in a single passage l3 curving upwardly. into chamber 1. Exhaust passages l4 leading from the right hand chest 4 extend substantially horizontally inwardly through the saddle and merge in a single passage l5 connecting with chamber .1. A projection l 6 at the intersection of the bottom walls of passages l3 and I5 serves to direct steam upwardly into chamber 1 and a cut out portion I1 is provided in the projection to permit condensate to drain from passage l5 to passage l3 and thence outwardly of the saddlethrough an opening Ill in the bottom of passage l3.

Also extending inwardly to chamber 1 from right hand steam chest 4 and between exhaust passages I4 is a live steam passage 22 forming a branch of live steam line 23 which receives satu rated steam directly from the boiler. An outlet 24 from chamber 1' connects with an exhaust pipe .(not shown) leading to the smokes tack and a pas sage 25 paralleling the wall of chamber 1 provides for conducting live steam from passage 22 through the reducing valve to the forward or low pressure cylinders. V

It will be understood that in starting the locomotive, all cylinders are supplied with live steam and, after a few revolutions of the drivers, the low pressure, cylinders will be automatically changed over to'exhaust steam by the intercepting valve.

The female end 26 (see Figurefi) of the Mallet articulated .hinge is formedqintegrally With-the front portion of the boiler support and directly beneath a receiver pipe ball joint element 9. The hinge member 26 has spaced horizontal walls for receiving the cooperating hinge member on the rear end of the front unit and has openings 21 for the connecting pin. 1

. This arrangement of the intercepting valve chamber 1 with the larger openings in the front end facilitates boring, particularly where the cylinder saddle is formed integrally with the frame.

The location of the reducing valve in the front part of chamber 7 and of the passage 8 within the saddle support permits the elimination of the usual U-pipe at the rear of'the cylinders and also eliminates the section of the receiver pipe passing through the saddle. The downward and'then upward curving of the exhaust pipes from the extending transversely of the boiler saddle and is cast integrally with outer ball joint element 21' and with boiler saddle 28, high pressure cylinders 29 and steam control chests 30. The cylinder saddle is cast integrally with the underframe 36. The combination valve chamber and ball'joint structure is spaced forwardlyfrom the front wall of the saddle and directly above hinge element 5|. Exhaust passages 31 from the steam chests 30 curve upwardly and inwardly through the boiler saddle and merge in a single passage 48 leading into the intercepting valve chamber. An exhaust steam connection 32 is provided on the right end of chamber I26 and live steam is conducted through a pipe 33 connecting with auxiliary opening 34 in the left hand chest 30 and the opening 35 in the valve chamber.

1 The form shown in Figures 15, 16, and 17 corresponds with that shown in the figures just described except that the cylinder saddle including boiler support 38, cylinders 40, st eam chests 39, intercepting valve chamber 4|, and ball joint outer element 42 is formed separately from the under'frame. The structure is provided with the usual mounting elements for engagement with lmderframe longitudinals 3'|.

Figures. 18. 19, and 20 are similar to Figures 15, 16; and 17 except that exhaust passages 45 leading from the front ends of chests 46 extend inwardly at right angles to the axis of the underframe and merge with the intercepting valve body structure 49. Passages 41 leading from the rear ends of chest 46 extend diagonally through the boiler support 50 and merge with passages 45 in the central front portion of the saddle. The combination intercepting valve chamber and ball joint structure is supported by exhaust passages 45' and by a rearward extension 43 on the ball joint outer element 44.

As in the preferred form illustrated in Figures 1 to 11, the receiver chamber in each of the modifications also houses the reducing and emergency exhaustvalves and the receiver pipe extends only to the frontend of the high pressure cylinder saddle. The exhaust passages are located substantially in the saddle with the resultthat the steam is kept hotter than where much of the piping is located outside the saddle. Moreover, thesteam passages extend substantially from side .to side of the structure and assist in bracing the the reducing and emergency valves in addition to the intercepting valve, as illustrated.

Obviously, the invention is not limited to the exact details illustrated in the various forms but may be modified in other ways without departing from the spirit thereof and the exclusive use of all such modifications as come within the scope of the appended claims as contemplated.

What is claimed is:

1. In a locomotive structure, a cylinder saddle, steam control chests on each side thereof, an intercepting valve chamber located between said chests and intermediate the front and rear of said saddle, and exhaust steam passages leading from said chests continuously through said saddle between the front and rear walls thereof to said chamber. 1 g

2. Structure as defined in claim 1 comprising an integral metal casting in which the valve chamber and passages brace the saddle and steam chests; I

3. In a locomotive structure, a cylinder saddle,

' steam control chests on each side thereof, an inmerging adjacent said chamber, and a projection extending from the merged portion of said walls and serving to direct steam into said chamber.

5. In a locomotive cylinder saddle structure, steam control chests, an intercepting valve chamber between said chests, steam passages leading from said chests continuously through said saddle to said chamber, the lower walls of said passages merging adjacent said chamber, and a projection extending from the merged portion of said walls and serving to direct steam into said chamber, said projection having a recess therein for permitting condensate to drain past said projection and out of said chamber.

6. In a locomotive structure, a cylinder saddle, steam control chests on each side thereof, an intercepting valve chamber located between said chests and closer to one of said chests than the other, an exhaust steam passage leading from the farther chest to said chamber, said passage extending downwardly and transversely inwardly from said chest continuously through said saddle and then upwardly, and another passage extending substantially horizontally from the other chest to said chamber, each of said passages being bifurcated and the respective bifurcations leading from the opposite ends of said chests.

7. In an articulated locomotive integral structure, a cylinder saddle, high pressure steam cylinders, control chests therefor, an intercepting valve chamber within said saddle, a receiver pipe connection in the front portion of said saddle, a steam passage from the front end of said chamber to said connection, and other steam passages for exhaust and live steam leading from said chests continuously through said saddle to said chamber.

8. In a locomotive structure, a cylinder saddle, and an intercepting valve chamber within said saddle, the rear parts of said chamber and saddle including elements for mounting an emergency exhaust valve.

9. In a locomotive structure, a cylinder saddle, and an intercepting valve chamber Within said saddle, the front parts of said chamber and saddle including elements for mounting a reducing valve.

10. In combination, a locomotive cylinder saddle having an end wall extending transversely of the saddle, and an integral structure including a steam pipe ball joint element and an intercepting valve chamber, said structure projecting beyond said end wall of said saddle and the longer wall.

11. In a locomotivestructure, a cylinder saddle, an intercepting valve chamber projecting from the front wall thereof and substantially paralleling said Wall, and steam passages extending through said saddle transversely of the locomotive axis to said chamber.

12. In a locomotive structure, a cylinder saddle, steam control chests at each side thereof, an intercepting valve chamber adjacent the front wall of said saddle, exhaust steam passages leading from the front end of said chests and paralleling said front wall, and other exhaust steam passages leading from the rear ends of said chests through said saddle and merging with said first mentioned passages, the merged portions of said passages leading into said chamber.

13. In a locomotive structure, a cylinder saddle, steam control chests at each side thereof, an intercepting valve chamber adjacent the front wall of said saddle, and exhaust steam passages leading 20 from the front end of said chests and paralleling said front wall and opening into said chamber, all of said parts being integral and said passages at least partially supporting said chamber.

' 14. A locomotive integral structure including a 25 box-shaped underframe longitudinal member, a cylinder saddle, and an intercepting valve chamber, the lower wall of said chamber forming substantially a continuation of the upper wall of 30 said member merging with the walls of said chests 35 and said chamber and bracing the same.

16; In an articulated locomotive integral structure, a box-shaped cylinder saddle, an intercepting valve chamber therein, a receiver pipe connection on a transverse wall of said saddle, a steam passage between said chamber and said connection and extending along said wall, and other steam passages leading fromsaid chamber towards the sides of said saddle.

1'7. A locomotive cylinder saddle structure ineluding an upwardly disposed transverse Wall and an intercepting valve chamber substantially horizontal and paralleling said wall, said saddle wall forming a part of the wall of said chamber.

18. In a locomotive structure, a cylinder saddle, a steam control chest on each side thereof, an intercepting valve chamber carried by said saddle andlocated substantially between the longitudinal axes of said chests, and exhaust steam passages connecting both of said chests with said chamber and located substantially within the body of said saddle.

19. In a locomotive saddle structure, steam control chests at the side of the structure, a transverse wall extending between said chests, an intercepting valve chamber carried by said saddle and located intermediate the axes of said chests, and an individual exhaust steam passage leading from each steam control chest directly into said 5 saddle and continuing in said saddle to a point where it merges with the other of said passages in a single cavity leading into said intercepting valve chamber.

CLEMENT W. KELL. 

